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It’s no secret that it was largely luck that vaulted sales of the Nissan Altima past the Honda Accord and to within spitting distance of the Toyota Camry in the hotly contested midsize sedan segment. Mother Nature’s bad luck struck Honda and Toyota disproportionately last year just as economically shell-shocked buyers started venturing back into showrooms. Nissan and Hyundai/Kia reaped the benefits as the sales race tightened to the point that the top six nameplates in the segment wound up with a market-share point-spread of just six points, down from 16 or more in a typical year. Transaction prices have tightened up similarly. This year Nissan is standing on the gas trying to hold or improve its position with its all-new 2013 Nissan Altima, but of course it will be joined by a similarly rejuvenated Accord, Fusion, and Malibu. The Camry and Passat were new last year.

Like the NV vans, Pathfinder, and Infiniti JX, the fifth-generation 2013 Altima sedan has been engineered from the ground up for America in Farmington Hills, Michigan. It will be built in Mississippi and Tennessee for export to 45 countries and now shares its D-platform underpinnings with the Japanese-market Teana. (The current-gen coupe continues through next year.) Relative to the outgoing Altima, the wheelbase is unchanged but the rear track is widened slightly, the car is 0.8 inch longer, and 1.3 inches wider. Extensive use of ultra-high-strength steel means the body structure — already among the featheriest in the segment — weighs in 79 pounds lighter (roughly 3100-3200 pounds depending on configuration) and is 30-percent more rigid. We’re also told to expect best-in-class acceleration, and handling targeted not at the competitive set, but at such luminary sedans as the BMW 3 Series and Mercedes C-Class.

WHAT? A front-driver tilting at rear-drive German sport sedans? We’ll believe it when we feel it, but the rear suspension does break some new ground. The multi-link design features a standard upper lateral link and a lower setup that mimics an A-arm composed of two pieces, each of which provides stiff resistance to lateral loads (as in hard cornering), while the brace across the A is softly jointed to allow some passive toe-angle control and helpful dynamic rear steering. Also, the Sachs dampers are tuned like the M37’s to provide soft ride over small-amplitude bumps and a lot more control when the wheel really starts jouncing. In addition, Nissan has also added what it’s calling Active Understeer Control, software designed to brake the inside front wheels during cornering when needed to increase yaw-moment, helping to mitigate torque steer in normal driving.

Styling highlights, as previewed by the recent Ellure concept, include the now de rigueur coupe-like roofline, a grille shape inspired by a Shogun’s formal coat (?!), and a rear-end shape inspired by the gate to a Shinto shrine. OK, if you say so, in any case the drag coefficient drops from 0.310 to 0.299. Other cool features: The optional rear-view camera gets an extreme fisheye lens and sophisticated image-processing software to take that view and parlay it into a blind-spot warning system, a cross-traffic alert warning when backing out of confined spaces, and even a lane-departure warning. And the computer flattens out the view of what’s behind you so it looks normal.

Standard equipment includes NissanConnect integrated smart-phone connectivity with standard Bluetooth streaming audio and available hands-free text messaging assistant, Pandora, real-time POIs powered by Google, Google Send-to-car, and Easy Fill Tire Alert (which beeps the horn when the tire’s full). Oh, and the seats are supposedly designed using lessons learned in zero-gravity before Skylab crashed to earth. Somehow they “reduce muscular and spinal loads, and improve blood flow” for long-haul comfort.

Powertrain-wise, the new QR25 2.5-liter four-cylinder features variable timing on both cams and a composite variable-volume intake manifold to broaden the torque curve. The engine is lighter and features a magnesium oil pan and a smart-charging alternator, and peak output increases from 170 hp and 175 lb-ft to 182/180. Combined with a next-gen CVT (wider ratio range, 40 percent less friction, improved control logic), EPA fuel economy improves from 23/32 mpg to 27/38 (the unchanged VQ 3.5-liter V-6’s EPA scores jump from 20/27 to 22/30, thanks to the CVT). A hybrid model will follow at an unspecified date. The CVT is the only transmission available regardless of engine choice.

Production begins in May for June deliveries, and this lighter, quicker Altima appears to have what it takes to hold its position against the traditional front-runners. We suspect the Aston-esque Ford Fusion lineup, replete with hybrid and plug-in versions, will present a serious challenge from behind, however. Keep it tuned right here for the inevitable roundup of all the key players later this summer.

Horsepower

2013 Nissan Altima News and Reviews

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